Method and system for obtaining and presenting turbulence data via communication devices located on airplanes

ABSTRACT

A device, system and method is provided for obtaining and processing turbulence data via communication devices located on-board airplanes. Turbulence data obtained by a plurality of communication devices may be received during flights on-board respective ones of a plurality of airplanes. Turbulence map data may be generated by super-positioning the turbulence data received from the plurality of communication devices onto a single tempo-spatial frame of reference. The turbulence map data may be distributed to one or more of the communication devices. A device, system and method is also provided for generating turbulence map data that may reduce or eliminate “false positive” turbulence events. A device, system and method is also provided for communicating with on-board communication devices operating in a “flight crew mode” or a “passenger mode.”

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. patentapplication Ser. No. 16/245,540 filed Jan. 11, 2019, which is acontinuation application of PCT International Application No.PCT/IL2017/050776 International Filing Date Jul. 10, 2017 published onJan. 18, 2018 as International Patent No. WO 2018/011791, which claimsthe benefit of U.S. Provisional Patent Application No. 62/360,818 filedJul. 11, 2016, where U.S. patent application Ser. No. 16/245,540 filedJan. 11, 2019 is also a continuation-in-part of U.S. Patent ApplicationNo. 15/547,770 filed Jul. 31, 2017, which is a National PhaseApplication of PCT International Application No. PCT/IL2016/050070International Filing Date Jan. 21, 2016 published on Aug. 11, 2016 asInternational Patent Publication No. WO 2016/125139, which claims thebenefit of U.S. Provisional Patent Application No. 62/196,431, filedJul. 24, 2015 and is a continuation-in-part of U.S. patent applicationSer. No. 14/615,034 filed Feb. 5, 2015 issued as a U.S. Pat. No.9,126,696 on Sep. 8, 2015, all of which are incorporated herein byreference in their entireties.

This application is also a continuation-in-part application of U.S.patent application Ser. No. 15/547,770 filed Jul. 31, 2017, which is aNational Phase Application of PCT

International Application No. PCT/IL2016/050070 International FilingDate Jan. 21, 2016 published on Aug. 11, 2016 as International PatentPublication No. WO 2016/125139, which claims the benefit of U.S.Provisional Patent Application No. 62/196,431, filed Jul. 24, 2015 andis a continuation-in-part of U.S. patent application Ser. No. 14/615,034filed Feb. 5, 2015 issued as a U.S. Pat. No. 9,126,696 on Sep. 8, 2015,all of which are incorporated herein by reference in their entireties.

FIELD OF THE INVENTION

Embodiments of the present invention relate generally to the field ofcrowdsourcing, and more particularly to obtaining turbulence data alongflight routes via communication devices.

BACKGROUND OF THE INVENTION

Prior to setting forth the background of the invention, it may behelpful to set forth definitions of certain terms that will be usedhereinafter.

The term “turbulence” as used herein refers to a rapid variation ofpressure and flow velocity in space and time that affect airplanesduring flights. Turbulence affects the comfort of the passengers of theflight and may also affect the safety of the flight. Additionally,turbulence may affect the fuel consumption of the airplane. Clear-airturbulence (CAT) is the turbulent movement of air masses in the absenceof any visual cues such as clouds, and is caused when bodies of airmoving at widely different speeds meet. Therefore, CAT events aresignificantly more difficult to detect.

The term “communication device” as used herein refers to any electronicdevice that is provided with the ability to both transmit and receivedata, usually but not exclusively, over a communication network.Communication devices may include user equipment (UE) such as hand-heldmobile devices that are not integral to and may be carried onto and offof an airplane including, for example, smartphones, tablet personalcomputers (PCs), and laptop PCs. User equipment (UE) may be operated forexample by a pilot, flight crew member or a passenger, for example,releasable secured to a dashboard mount in the cockpit so that the userequipment has a generally fixed position relative to the airplane.Additionally or alternatively, communication devices may be part ofembedded airplane communication systems that are embedded in,inseparably mounted to, or integral to, airplane devices. Embeddedairplane communication devices may include, for example,transmitter-responders (transponders), such as mode C transponders ormode S transponders, or Universal Access Transceivers (UATs).Communication devices may include or may be operatively connected to oneor more turbulence sensor(s), communication circuit(s) includingantenna(e), memor(ies), processor(s), and display(s), any combination ofwhich may be integrated into one housing as a single device, or may beseparated into different devices. Data may be transmitted between theuser equipment, embedded airplane communication devices, satellites,ground communication devices, or any combination thereof over one ormore wireless networks including, for example, radio, satellite, Wi-Fi(e.g. IEEE 802.11 family), cellular such as 3G or long term evolution(LTE), or any combination thereof.

FIG. 1 is a map diagram illustrating turbulence data obtained byforecast models. Map 10 shows areas that are likely to be affected byturbulence. The darker pattern indicates a likelihood of a relativelysevere level of turbulence, whereas the lighter pattern indicates alikelihood of a relatively moderate level of turbulence. The dataderived from the forecast models may be regularly updated and istypically based on mathematical models. The data may be generated fordifferent timeslots and altitude ranges so that a flight route may beplanned and amended accordingly.

These maps are generated via forecast models generally based on weatherconditions, but suffer from severe inaccuracies due to the inability tocorrectly estimate the effect of the various weather conditions onturbulence. First, not all clouds lead to turbulence, and second,various conditions such as clear-air turbulence (CAT) cannot beaccurately forecasted. Therefore, currently available solutions forobtaining and presenting turbulence data tend to suffer both from ‘nodetection’ scenarios and ‘false alarm’ scenarios which generallyundermine the reliability of turbulence monitoring.

SUMMARY OF EMBODIMENTS OF THE INVENTION

Embodiments of the present invention provide a device, system and methodfor obtaining and processing turbulence data via communication deviceslocated on-board airplanes. Turbulence data may be received includingmultiple different turbulence levels within each of one or more regionsof a turbulence map obtained by a plurality of communication devicesduring flights on-board respective ones of a plurality of airplanes. Thereceived turbulence data may be obtained for example by obtainingspatial acceleration data affecting each of the plurality ofcommunication devices and converting the spatial acceleration data intoturbulence data based on a conversion process. Turbulence map data maybe generated including accumulated tempo-spatial turbulence informationof a single turbulence level for each of the one or more regions bysuper-positioning onto a single tempo-spatial frame of reference theturbulence data including the multiple different turbulence levelswithin each of the one or more regions received from the plurality ofcommunication devices. The turbulence map data including the accumulatedtempo-spatial turbulence information may be distributed to one or moreof the plurality of communication devices. The distributed turbulencemap data may be displayed, e.g., as a turbulence map visualization, on adisplay of one or more of the plurality of communication devices.

Embodiments of the present invention provide a device, system and methodfor obtaining turbulence data by a communication device during a flighton-board an airplane. The turbulence data from the communication devicesmay be transmitted to a remote location. Accumulated tempo-spatialturbulence information may be received that is generated at the remotelocation by super-positioning the turbulence data received from thecommunication device with turbulence data received from one or moreother communication devices during flights on-board other airplanes ontoa single tempo-spatial frame of reference. The accumulated tempo-spatialturbulence information associated with regions surrounding the airplaneof the communication device and the other airplanes may be displayed.

The system may use a distribution server connected to the plurality ofcommunication devices over a common communication network. Thecommunication devices thus serve both as sources of the turbulence dataand also as the recipients of the accumulated turbulence data. Theplurality of communication devices may include one or more hand-helduser communication devices, e.g., operated by a pilot (in “pilot” or“flight crew” mode) or a passenger (in “passenger” mode), embeddedairplane communication devices, e.g., integrated or embedded inside theairplane, and/or supplemental communication devices to supplement theaforementioned primary hand-held or embedded communication devices,e.g., when the reception or accuracy of turbulence or positioninginformation thereof is degraded, such as, information detected by anavigation system, e.g., Global Navigation Satellite System (GNSS) orglobal positioning system (GPS).

A device, system and method is provided for generating turbulence mapdata. Some embodiments of the invention may be used, for example, togenerate turbulence map data with fewer or no “false positive”turbulence events.

In accordance with an embodiment of the invention, a plurality ofturbulence values may be received that are obtained by one or moreairplanes while travelling through a single airspace region within apredetermined period of time. At least two of the turbulence values maybe different. Turbulence map data may be generated for the airspaceregion based on a minimum of the different turbulence values. Theturbulence map data of at least the airspace region may be transmittedbased on the minimum turbulence values to one or more communicationdevices.

In accordance with an embodiment of the invention, a turbulence valuemay be received that is obtained by a first communication device duringa flight on-board a first airplane while traveling through an airspaceregion. Embodiments of the invention may set a predetermined lock-outperiod of time after the turbulence value is obtained during which theturbulence value may only be decreased, but not increased. During thepredetermined lock-out period of time, the turbulence value may beadjusted based on a subsequently received turbulence value obtained bythe same or different communication device during a flight on-board thesame or different airplane while traveling through the same airspaceregion if (e.g., and only if) the subsequent turbulence value is lessthan the turbulence value obtained by the first communication device.Turbulence map data may be transmitted including the turbulence valueset for the airspace region to one or more communication devices.

In accordance with an embodiment of the invention, turbulence values maybe received that are obtained by a plurality of communication devicesduring flights on-board the same or different airplanes travellingthrough a single airspace region within a predetermined period of time.After receiving a first one of the turbulence values, if a subsequentlyreceived one of the turbulence values is lower than the first turbulencevalue, the turbulence value for the airspace region may be set orlowered based on the subsequently received turbulence value, whereas ifthe first turbulence value is greater than the subsequently receivedturbulence value, the turbulence value for the airspace region mayremain or be set based on the first turbulence value. Turbulence mapdata of the airspace region may be transmitted to one or morecommunication devices based on the turbulence value set for the airspaceregion.

In accordance with an embodiment of the invention, a device, system andmethod is provided for communicating with communication devicesoperating in a flight crew mode or a passenger mode during flightson-board airplanes. Flight crew turbulence data may be received at acentralized control device from a plurality of communication devicesoperated by flight crew members in flight crew mode during flightson-board respective ones of a plurality of airplanes. The communicationdevices operating in flight crew mode may have flight crew securityprivileges that self-authenticate the integrity of the flight crewturbulence data. Passenger turbulence data may be received at thecentralized control device from a plurality of communication devicesoperated by passengers in passenger mode during flights on-boardrespective ones of a plurality of airplanes. The communication devicesoperating in the passenger mode may have passenger security privilegesthat do not self-authenticate, but require the centralized controldevice to authenticate, the integrity of the passenger turbulence data.Turbulence map data including accumulated tempo-spatial turbulenceinformation may be generated at the centralized control device bysuper-positioning onto a single tempo-spatial frame of reference thereceived flight crew turbulence data self-authenticated by the flightcrew security privileges and the passenger turbulence data authenticatedby the centralized control device. The turbulence map data may bedistributed to one or more of the plurality of communication devices fordisplaying the distributed turbulence map data while operating in theflight crew mode or in the passenger mode.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter regarded as the invention is particularly pointed outand distinctly claimed in the concluding portion of the specification.The invention, however, both as to organization and method of operation,together with objects, features, and advantages thereof, may best beunderstood by reference to the following detailed description when readwith the accompanying drawings in which:

FIG. 1 is a map diagram illustrating turbulence data obtained byforecast models;

FIG. 2 is a schematic illustration of a system for monitoring turbulencedata in accordance with embodiments of the present invention;

FIG. 3A is a flowchart diagram illustrating a method for monitoringturbulence data in accordance with embodiments of the present invention;

FIG. 3B is a flowchart diagram illustrating a method for obtaining andcommunicating turbulence data in accordance with embodiments of thepresent invention;

FIG. 4 is a flowchart diagram illustrating a conversion process inaccordance with embodiments of the present invention;

FIG. 5 is a schematic diagram illustrating a plurality of turbulencedata samples obtained during several flight routes used to derivecoverage of a specific area of turbulence data in accordance withembodiments of the present invention;

FIG. 6 is a graph diagram for super-positioning turbulence data receivedfrom a plurality of communication devices in accordance with embodimentsof the present invention;

FIG. 7 is map diagram illustrating a visual representation of turbulencedata in accordance with embodiments of the present invention;

FIG. 8 is a flowchart diagram illustrating a method for correcting“false positive” turbulence events in accordance with embodiments of thepresent invention; and

FIG. 9 is a flowchart diagram illustrating a method for communicatingwith a plurality of communication devices operating in a “flight crewmode” or a “passenger mode” in accordance with embodiments of thepresent invention.

It will be appreciated that for simplicity and clarity of illustration,elements shown in the figures have not necessarily been drawn to scale.For example, the dimensions of some of the elements may be exaggeratedrelative to other elements for clarity. Further, where consideredappropriate, reference numerals may be repeated among the figures toindicate corresponding or analogous elements.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

In the following description, various aspects of the present inventionwill be described. For purposes of explanation, specific configurationsand details are set forth in order to provide a thorough understandingof the present invention. However, it will also be apparent to oneskilled in the art that the present invention may be practiced withoutthe specific details presented herein. Furthermore, well known featuresmay be omitted or simplified in order not to obscure the presentinvention.

Unless specifically stated otherwise, as apparent from the followingdiscussions, it is appreciated that throughout the specificationdiscussions utilizing terms such as “processing,” “computing,”“calculating,” “determining,” or the like, refer to the action and/orprocesses of a computer or computing system, or similar electroniccomputing device, that manipulates and/or transforms data represented asphysical, such as electronic, quantities within the computing system'sregisters and/or memories into other data similarly represented asphysical quantities within the computing system's memories, registers orother such information storage, transmission or display devices.

FIG. 2 is a schematic illustration of a system for monitoring turbulencedata in accordance with embodiments of the present invention. The systemmay include a plurality of communication devices 30 (e.g., one or moredevices 30 a, 30 b, and/or 30 c) located respectively on a plurality ofairplanes 10A-10F and configured to obtain and transmit turbulence datarelating to turbulence 70 affecting the respective airplanes 10A-10Fover a communication channel Communication devices 30 may include or beoperatively connected to a sensor or detector such as an accelerometerfor collecting and recording turbulence data, a communication circuithaving an antenna for communicating with other devices, one or morememories 32 for storing turbulence data and processing instructions, oneor more processors 34 for executing the instructions, and/or a displayfor displaying turbulence data or maps.

Communication devices 30 may include navigation or positioning systems,such as, Global Navigation Satellite System (GNSS), global positioningsystem (GPS), GLONASS, Galileo, and/or Beidou, to determine location orposition information. Communication devices 30 may be carried on boardan airplane by users, may be mounted on the airplane, or may form anintegral part of the airplane in embedded communication systems on boardthe aircraft. Communication devices 30 a may include, for example, ahand-held mobile device or user equipment, such as a tablet PC held by auser 50 (e.g., a pilot holding or mounting the device on a dashboard).Communication devices 30 b may additionally or alternatively be part ofan embedded aircraft communication system in one or more of airplanes10A-10F. Embedded aircraft communication systems may include multiplecomponents (e.g., a transponder such as a mode C transponder or a mode Stransponder, Universal Access Transceiver (UAT), memory, processor,display, weather radar, and the like) that may be packed into onehousing or embedded in several different locations in the interior orexterior of the airplane. Embedded communication devices 30 b mayprovide information from internal sensors, e.g., altimeter, clock,location module. Communication devices 30 c may additionally oralternatively include one or more supplemental devices used, in additionto the above hand-held communication devices 30 a or embeddedcommunication devices 30 b, to supplement or replace the data collectedtherefrom. In some instances, the reception of user-held devices 30 a ispoor, causing the accuracy of its navigation systems (e.g., GPS) to bedegraded. Supplemental communication devices 30 c may supplement orreplace data from devices with poor reception or accuracy, particularly,hand-held communication devices 30 a, with higher accuracy ancillaryturbulence and/or navigation/position data. Supplemental communicationdevices 30 c may be for example small (e.g., 1 inch³ ) devices with anaccelerometer, a navigation system (e.g., GPS), communication circuitand antenna. Supplemental communication devices 30 c may be mounted ontoan airplane separably attached (e.g., detachable without substantiallyaltering the joining surface) or inseparably attached (e.g., permanentlyaffixed such that attempted detachment substantially alters the joiningsurface). Supplemental communication devices 30 c may be mounted, e.g.,by adhesive or suction, onto an inside of an airplane window to sensewindow vibrations and/or plugged into a docking station on an airplanedashboard. In one example, during operation, supplemental communicationdevice 30 c is fixed relative to the airplane and positioned at alocation with relatively high reception (e.g., the cockpit) for thenavigation systems (e.g., GPS). The above three distinct types ofcommunication devices: hand-held 30 a, embedded 30 b and supplemental 30c, may be physically separate devices, each of different form and/orfunction, communicating wirelessly with each other, that may worktogether in tandem, or independently.

In some embodiments, hand-held device may collect sensor data from itsnative integrated sensors, from embedded aircraft system sensors coupledto embedded communication devices, and/or to supplementary sensorscoupled to supplemental communication devices. In some embodiments,these different types of communication devices may generate differentforms of information that server 100 converts and integrates into auniform format or protocol. For example, embedded communication devicesmay relay barometric pressure information (e.g., elicited from othersystems) to the server, which may convert the pressure information toaltitude coordinates in the same format as recorded by satellitenavigation systems such as GPS in hand-held and supplementalcommunication devices. In another example, supplemental communicationdevice may be adapted for limited supplementary function, such as onlyproviding positioning (e.g., GPS or GNSS) information, but notturbulence information.

In various embodiments, turbulence or position data from supplementalcommunication devices 30 c may be used to verify, refine, replace orcombine with, turbulence or position data from hand-held communicationdevice 30 a, or vice versa. In various embodiments, supplementalcommunication devices 30 c may continuously or selectively andintermittently measure and/or transmit turbulence or position data. Insome embodiments, supplemental communication devices 30 c may onlymeasure and/or transmit turbulence or position data, or its data mayonly be used by remote server 100 to compute the turbulence or positionof its airplane, if the data reception or accuracy from other (e.g.,hand-held or embedded 30 a and/or 30 b) communication devices is belowthreshold quality. In various embodiments, turbulence or position datafrom supplemental communication devices 30 c may supplement (e.g., beused in conjunction with) or replace (e.g., be used instead of)turbulence or position data from other communication devices 30 a and/or30 b. In various embodiments, server 100 may calculate turbulenceon-board an airplane with two or more (e.g., hand-held and supplemental30 a and/or 30 c) communication devices 30 by averaging turbulence datatherefrom (e.g., weighing each device's contribution by a predeterminedfactor, according to a priority listing of devices related to theiraccuracy, or a real-time measurement of data reception or accuracy), orby (e.g., exclusively or primarily) using the smallest turbulencemeasurements therefrom (e.g., because turbulence mis-readings typicallyresult in greater than actual, but rarely lower than actual, turbulencemeasurements). In various embodiments, server 100 may calculate positionor navigation information for an airplane with two or more (e.g.,hand-held and supplemental 30 a and/or 30 c) communication devices 30 byaveraging the position information therefrom (e.g., weighing eachdevice's contribution by a predetermined factor or a real-timemeasurement of data reception or accuracy) or by (e.g., exclusively orprimarily) using the position information from the device with thegreatest reception or accuracy. For example, server 100 may prefer oruse navigation (e.g., GPS) information from a navigation systems (e.g.,GPS) receiver with relatively better reception (e.g., in the cockpit)over navigation (e.g., GPS) information from a navigation systems (e.g.,GPS) receiver with relatively worse reception (e.g., in the cabin). Inone example, supplemental communication device 30 c improves the averageaccuracy of position and navigation information from 85% accuracy (witha hand-held device 30 a only) to nearly 100% accuracy (with bothhand-held and supplemental communication devices 30 a and/or 30 c).

In some embodiments, the computation task of measuring turbulence and/orposition data may be split between multiple (e.g., hand-held andsupplemental) communication devices 30, thereby reducing thecomputational burden on any one individual device. For example, a firsttype of (e.g., hand-held) communication device 30 may be the exclusivedevice on-board the airplane to measure turbulence data and a secondtype of (e.g., supplemental or embedded) communication device 30 withthe most accurate navigation (e.g., GPS) reception or accuracy may bethe exclusive device on-board the airplane to measure the position ornavigation of the airplane. Communication devices 30 with the bestreception or accuracy may be determined by the on-board devicesthemselves (e.g., each individually comparing its reception or accuracyto performance thresholds), by multiple on-board devices (e.g.,collectively sharing and comparing their relative accuracy or readinginformation), or by remote server 100 (e.g., using challenge-responsetest readings or passively received readings to determine one or moreoptimal devices). In embodiments where server 100 remotely managesoptimal communication devices 30, server 100 may send optimal orsub-optimal performing devices on-board an airplane a transmission torespectively start or stop measuring all or specific data, for example,for a predetermined timeout duration of time, or until its recordingaccuracy or reception reaches a threshold level. In some embodiments,each individual device 30 may store performance threshold ranges and mayselectively measure when its turbulence or position/ navigationinformation are within those threshold ranges (e.g., when its turbulencedata is consistent with other measuring devices, when turbulence levelfluctuations are below threshold, and/or when the position informationis measured with above threshold precision or below thresholduncertainty), and may stop measuring when the information is outsidethose threshold ranges. Such selective measurement may also reducecomputational burden and memory storage in communication devices 30 bypreventing the device from measuring and storing data continuously, evenwhen its data is sub-optimal data and cannot be used (or used withnegligible weight) by server 100 to generate turbulence map data.

Communication devices 30 such as hand-held user equipment maycommunicate via a Wi-Fi access point 40 that may be availablecontinuously or intermittently during a flight of airplane 10A (or afterthe flight when the plane has landed). Access point 40 may communicatewith a communication satellite 20B which in turn transmits the data to aterrestrial station 80 which connect to a remote server 100 over network90 which may be, but not necessarily, the Internet. Additionally oralternately, communication devices 30 such as transponders embedded inembedded airplane communication systems may transmit turbulence data toground control devices via radio or satellite. Additionally oralternately, supplemental communication devices 30 may relay turbulenceand/or navigation data via other (e.g., hand-held or embedded)communication devices 30, e.g. by local communication such as Wi-Fi orBluetooth™. In other embodiments, supplemental communication devices 30may transmit data directly via Wi-Fi access point 40 to remote server100. Turbulence data may be transmitted over these communicationchannels, for example, periodically, when there is a threshold change indetected turbulence values, and/or, if communication is temporarilyunavailable, upon reestablishing connectivity. In some embodiments,supplemental communication devices 30 may transmit data continuouslyand/or upon receiving a request for data, e.g., from an accompanyingcommunication device 30 or remote server 100, such as, when theaccompanying communication device 30 has a below threshold sub-optimalaccuracy or reception.

While most airplanes 10A-10E communicate via a communication satellite20A, some airplanes such as 10F may communicate (possibly using aninter-airplane communication system) via another airplane 10E whichserves as a network node between airplane 10F and communicationsatellite 20A. Additionally, some communication devices 33, 35, and 37may be located remotely outside the aircrafts, either as stationarysources of data or terminals (e.g., weather stations, airline operationterminals and/or ground control terminals) on which data is displayed.In some embodiments, turbulence data may be obtained, either manually orautomatically, from communication devices 33, 35, and/or 37, forexample, as third party sources other than the on-flight communicationdevices.

Remote server 100 may include one or more memor(ies) 102 or database(s)110 for storing turbulence data and processing instructions and one ormore processor(s) 104 for executing the instructions. Remote server 100may be configured to receive the turbulence data from communicationdevices 30 on board airplanes 10A-10F over the communication channelRemote server 100 may generate and later update a tempo-spatialturbulence database 110 by super-positioning (or mapping) the turbulencedata received from the plurality of communication devices 30 onto asingle tempo-spatial frame of reference. Turbulence data may berepresented, for example, by values identifying intensity, source ofdata (manual or automatic), time, and further metadata describing theturbulence data. In some embodiments, each turbulence data samplerecorded by communication devices 30 and/or received by remote server100 may be indexed or identified by coordinates of position and time atwhich the data was recorded. For example, database 110 may storeinformation representing a four-dimensional data array which maps globalpositioning system geographic coordinates (x, y), altitude (z), and time(t) into turbulence data. Additionally or alternatively, communicationdevices 30 may record and remote server 100 may receive a predefinedflight trajectory, for example, for each distinct linear or curvilinearflight path with a constant velocity and/or acceleration, and a time atwhich each record was recorded, from which remote server 100 maycalculate the position of each turbulence data sample. Remote server 100may accumulate and combine readings from different trajectories and fromdifferent airplanes, for example, by rotating the axes of each sampleset according to each distinct trajectory with respect to a common setof coordinate axes to fit together in a turbulence map or graph.

In some embodiments, communication devices 30 may measure raw turbulencedata on board airplanes 10A-10F and send the raw data to remote server100 (e.g., a ground station) where the raw data is processed andaggregated with data from the other aircraft, and distributed back tothe communication devices 30 on board airplanes 10A-10F. In someembodiments, communication devices 30 may measure raw turbulence dataand process the data (e.g., at the application level) on board airplanes10A-10F and send the processed turbulence data to remote server 100where the processed data is aggregated (e.g., and undergo furtheralgorithmic attenuation), and distributed back to the communicationdevices 30 on board airplanes 10A-10F.

Remote server 100 may then distribute the accumulated turbulence datastored on the tempo-spatial database 110 to communication devices 30.The distributed data may be provided in various forms of processing. Inone embodiment, remote server 100 may distribute an entire set ofturbulence data, for example, accumulated from communication devices 30on all available airplanes 10A-10F or for all available areas, times,and/or altitude ranges. In another embodiment, remote server 100 mayonly distribute a subset of the turbulence data stored on the database110, for example, for a subset of airplanes 10A-10F, areas, times,and/or altitude ranges, responsive to a specified request made by one ormore communication devices 30, or for only new or changes in turbulencedata values. For example, remote server 100 may distribute the subset ofturbulence data along the route of the airplane in which the device islocated (e.g., which may be predefined and/or updated automatically whenrerouted). In other embodiments, remote server 100 may distribute rawturbulence data from other communication devices to communicationdevices 30, which may then accumulate the received turbulence data withits own stored turbulence data locally. An example of the data structurefor storing the turbulence data and a visual representation thereof willbe described in further details hereinafter.

Data may be transmitted securely between communication devices 30,access points 40, satellites 20A-20B and/or terrestrial station 80, forexample, using data authentication or encryption mechanisms at thesending and/or receiving device, such as, for example,password-protected logins, public and private keys, encryptionfunctions, digital signatures, digital certificates, firewalls or othersecurity mechanisms. In one embodiment, turbulence data may betransmitted in a secure manner using Hypertext Transfer Protocol Secure(HTTPS) or secure sockets layer (SSL) communication (e.g., where HTTPScommunication is not available). Upon starting an application, aprocessor (e.g., processor 34 or 104) may request and receive user logincredentials, such as, a user name and password, entered by user 50. Insome embodiments, a memory (e.g., memory 32, 102 or database 110) maystore a list of one or more user identifications (IDs), device IDs orflight IDs that a processor (e.g., processor 34 or 104) pre-registeredas allowed or barred. In some embodiments, the processor may request andreceive a user's flight information and, e.g., together with the user'suser name and password, may request verification of the user'scredentials by an airline company and/or specific details for theflight, including a route and waypoints, against which the user'sposition data may be checked during the flight.

FIG. 3A is a flowchart diagram illustrating a method 300A for monitoringturbulence data in accordance with embodiments of the present invention.Method 300A may be executed using a processor (e.g., server processor104 of FIG. 2) that is in communication with, and located remotely from,a plurality of in-flight communication devices (e.g., communicationdevices 30 of FIG. 2).

In operation 310A, a processor (e.g., processor 104 of FIG. 2) mayreceive turbulence data obtained by a plurality of communication devices(e.g., communication devices 30 of FIG. 2) during flights on-boardrespective ones of a plurality of airplanes (e.g., airplanes 10A-10F ofFIG. 2). Each of the plurality of communication devices mayindependently receive or record turbulence affecting the airplanein-flight. The communication device may either receive the turbulencedata manually, via an input from a human user or automatically, bymeasuring the temporal acceleration forces applied to the sensors of thecommunication device.

In operation 320A, the processor may generate accumulated tempo-spatialturbulence information by super-positioning the turbulence data receivedfrom the plurality of communication devices onto a single tempo-spatialframe of reference.

In operation 330A, the processor may distribute the accumulatedtempo-spatial turbulence data information to one or more of thecommunication devices.

According to some embodiments of the present invention, the processormay distribute the accumulated turbulence data to be displayed oncommunication devices. In some embodiments, the processor may divide anddistribute flight and turbulence data into segments of time. Eachsegment may represent a single turbulence level (e.g., in a range of0-5) and the processor may create a new segment if the processor detectsa change in the turbulence level and/or a change in the course/bearingof the flight by more than a predetermined threshold amount (such as, 2degrees). Each segment may include one or more of: start and endcoordinates, start and end altitude, start and end timestamp, andbearing. A segment may have a maximum duration (such as, 15 minutes),for example, to enable the processor to respond to queries that are timebased, such as “show turbulence from the past 45 minutes.”

According to some embodiments of the present invention, the turbulencedata may include, for example, intensity level of the turbulence,geographic coordinates or spatial position of the turbulence, trajectoryof the flight, altitude of the turbulence and/or time of the turbulence.

FIG. 3B is a flowchart diagram illustrating a method 300B for obtainingand communicating turbulence data in accordance with embodiments of thepresent invention. Method 300B may be executed using a processor (e.g.,communication device processor 34 of FIG. 2) that is in communicationwith, and located remotely from, a centralized processing anddistribution location (e.g., server 100 of FIG. 2).

In operation 310B, a processor (e.g., communication device processor 34of FIG. 2) may obtain turbulence data during a flight on-board anairplane (e.g., airplane 10A of FIG. 2). Each of a plurality ofcommunication devices may independently receive or record turbulencedata while the airplane is in-flight. The communication device mayeither receive the turbulence data manually, via input from a human useror automatically, by measuring the temporal acceleration forces appliedto the sensors of the communication device.

In operation 320B, a communication device (e.g., communication device 30of FIG. 2) may transmit the turbulence data to a remote location (e.g.,server 100 of FIG. 2).

In operation 330B, the communication devices (e.g., communication device30 of FIG. 2) may receive accumulated tempo-spatial turbulenceinformation generated at the remote location (e.g., server 100 of FIG.2). The accumulated tempo-spatial turbulence information may be asuper-position of the turbulence data received from the communicationdevice with turbulence data received from one or more othercommunication devices during flights on-board other airplanes (e.g.,airplanes 10B-10F of FIG. 2) onto a single tempo-spatial frame ofreference (e.g., as generated in operation 320A of FIG. 3A).

In operation 340B, a display (e.g., of communication device 30 of FIG.2) may display the accumulated tempo-spatial turbulence informationassociated with regions surrounding or along the route of the airplaneof the communication device and/or the other airplanes.

According to some embodiments of the present invention, the turbulencedata may be generated, for example, by obtaining spatial accelerationdata associated with the communication devices, respectively, andconverting the spatial acceleration data into turbulence data, based ona conversion process described in reference to FIG. 4.

FIG. 4 is a flowchart diagram illustrating a conversion process 400 inwhich kinematic data such as acceleration is converted to turbulencevalues or levels, in accordance with embodiments of the presentinvention. Process 400 may be executed using a processor (e.g., serverprocessor 104 and/or client device processor 34 of FIG. 2).

In operation 410, a processor (e.g., communication device processor 34of FIG. 2) may measure or a processor (e.g., server processor 104 ofFIG. 2) may receive spatial orientation data of a communication device(e.g., communication device 30 of FIG. 2).

In operation 420, the processor may use the measured spatial orientationdata over time to identify turbulence events or rule out non-turbulenceevents, for example, movement of the communication device independent ofand/or relative to the airplane.

In operation 430, the processor may measure spatial acceleration of thecommunication device during turbulence events.

In operation 440, the processor may determine a vector along whichacceleration variations over time are maximal. In some embodiments, inaddition or alternatively, the processor may preselect a fixed vector,for example, the vertical vector, with respect to the coordinate spaceof the airplane and/or the Earth, and determine a maximal accelerationvariation along (only) that vector.

In operation 450, the processor may convert the maximal acceleratedvariations over time into turbulence intensity level based on apredefined mapping.

According to some embodiments of the present invention, the determiningof a vector along which variations of the acceleration are maximal(operation 440) may be carried out in order to detect the full effect ofthe turbulence since turbulence events are characterized with chaoticvariations of acceleration, and it may be desirable to detect the fullmagnitude of the turbulence so as to associate the correct intensitylevel to the transmitted turbulence data (operation 450). In order toachieve that, the conversion process may include measuring or receivingthe spatial orientations of the communication devices (operation 410),respectively, and determining the acceleration variations given themeasured spatial orientation (operation 430). It may be the case thatthe turbulence events are vertical and so some of the orientationmeasurements are directed at locating the acceleration components alongthe vertical axis of the aircraft.

According to some embodiments of the present invention, one objective ofusing the measured spatial orientation over time is to identifyturbulence events or rule out non-turbulence events (operation 420).Changes of orientation during non-turbulence events may be due to a usermoving the communication device independently of the movement of theairplane. These movements typically have their own motion pattern andtheir effect may be filtered out from the overall change inacceleration, to provide a correct value of turbulence. In someembodiments, a processor (e.g., communication device processor 34 orremote server processor 104 of FIG. 2) may identify communication device(e.g., communication device 30 of FIG. 2) movements relative to theairplane by measuring rapid changes in device orientation. At any givenmoment, the processor may request and/or receive information about itsorientation in space, for example, including angles along its threeaxes. When the communication device is at rest (identified by very smallchanges in the acceleration along all of its axes), the processormeasures the angles along its three axes. When the processor identifiesthat there is a change in one of the angles, it starts measuring thetime. When the change stops, the processor checks if one of the angleshas changed by more than a predetermined threshold configured value. Ifthe change is higher, the processor checks the speed of the change bymeasuring the time difference. If the speed is higher than theconfigured value, the processor may determine that the change is causedby movement of the communication device and not the airplane and may beeliminated as a non-turbulent event. After a non-turbulent event isdetected, if the processor does not detect an ongoing orientation changefor at least a predetermined amount of time, the processor may determinethat the communication device is at rest again. The processor may resetall turbulence data to no turbulence in a preconfigured period before anidentification of a first movement. The processor may also reset allsamples of turbulence data after the end of the movement to noturbulence for a preconfigured period. In one example, a communicationdevice may be lying flat causing the processor to detect angles of zeroalong the X and the Y axes. If a user picks up the communication deviceand looks at it, this movement may change the angles from zero to about30-40 degrees along the Y axis over the course of approximately 1 or 2seconds. The processor identifies the rapid change in angle as a devicemotion event, not a turbulent event. After the device is at rest for apredetermined threshold of time (e.g., 3 seconds), the processor mayclear or cancel turbulence data recorded over a predetermined past timeperiod (e.g., 3 minutes) and/or future time period (e.g., 1 minute). Insome cases, for example, if the predetermined past time period isgreater than the periodic transmission interval, the communicationdevice may transmit non-turbulent motion data to the remote serverbefore it is identified. The processor may then send the remote server acancellation signal to delete or ignore non-turbulence data segments. Insome embodiments, the processor may recognize when the device is fixedor mounted to the airplane (e.g., releasable secured to a dashboardmount in the cockpit) and may deactivate or skip non-turbulent motiondetection processes.

According to some embodiments, additionally or alternatively to theabove embodiments, turbulence events may be differentiated fromnon-turbulence events (operation 420) by comparing turbulence data frommultiple communication devices. In one embodiment, a three-dimensional(3D) map may be divided into cells, regions, or “tiles” of airspaceabove geographic regions of the Earth. Tiles may be 3D shapes (e.g.,when viewed in perspective) or 2D shapes (e.g., when viewed alongconstant altitude cross-sections, constant latitude cross-sections orconstant longitude cross-sections). In one example, the airspace map maybe divided into cubic (3D) or square (2D) tiles that vary in sizedepending on latitude (lower latitude tiles having smaller dimensions,such as, 15³ miles, and higher latitude tiles having larger dimensions,such as, 35³ miles). In other embodiments, tiles may have a cylindrical(3D) or circular (2D) shape, rectangular prism (3D) or rectangular (2D)shape, or any other shape. The sizes, dimensions or aspect ratios of thetiles may be fixed or set as an adjustable parameter for higher or lowerturbulence data resolution. Turbulence data may be constant across eachtile and may be defined by discrete values (such as levels 0-5) orcontinuous values. Turbulence data may be visualized on the turbulencemap by a color corresponding to the discrete or continuous value. Eachcommunication device records turbulence values for the tile representingthe region in which it is located, for example, assigning values or“coloring” the tiles along its trajectory.

Embodiment of the invention may be used to correct “false positive”turbulence events (e.g., detecting turbulence when there is none, ordetecting a higher level of turbulence than exists). False positives mayoccur, for example, when the recording device moves independentlyrelative to the airplane (e.g., the device velocity being different thanthe airplane velocity (V_(device)≠V_(airplane)) and its independentmotion is mimics airplane turbulence). False positives may be caused,for example, by human motion, typing or playing games with the device,dropping the device, jostling the device or otherwise moving the deviceduring a flight. Embodiments of the invention recognize that, whereasfalse positive turbulent events are possible, “false negative” turbulentevents are rare or impossible. During turbulence, it is difficult orimpossible to stabilize a device to decrease or negate turbulence. Thatis, one cannot fake smooth motion when turbulence exists. Embodiments ofthe invention utilize this understanding by prioritizing or selectivelyreporting lower turbulence measurements over higher turbulencemeasurements.

A process (e.g. operation 420) or a processor (e.g. processor 34 and/or104) may set the turbulence value in each region or tile to be thelowest or minimum reported turbulence value detected by allcommunication devices on-board one or more airplanes traveling throughthat region within a predetermined period of time. In some embodiments,the process or processor may selectively update a region's turbulencevalue(s), for example, only decreasing the value if a lower value issubsequently reported, but not increasing this minimum value, within ablack-out or lock-out period of time (e.g. 1-30 minutes). In someembodiments, the process or processor may wait until the expiration ofthe lock-out time period and set the turbulence value for the airspaceregion to be the minimum reported value for that region within thelock-out time period. In some embodiments, the process or processor maydetermine the turbulence value for the airspace region based on anabsolute or weighted average of the reported values for that regionwithin a predetermined time period. The weighted average may assignrelatively higher weights to relatively lower turbulence values andrelatively lower weights to higher turbulence values. In anotherembodiment, the turbulence value may be averaged based on a subset ofreported values for that region, for example, averaging only values thatare within a predetermined range of the lowest (or middle) reportedturbulence value for that region within a predetermined time period.

The duration of the lock-out time period may be preset/ fixed oradjustable/ dynamic The duration of the lock-out time period, forexample, may be commensurate with an amount of time in which airpatterns change and may be a static preset duration of typical oraverage air pattern changes or may be dynamic, for example, alteredbased on real-time weather patterns.

According to some embodiments, the process or processor may selectivelycorrect turbulence events, only updating turbulence events that decrease(not increase) turbulence values for the same airspace region within theperiod of time. For example, a first airplane that crosses an airspaceregion during the period of time, may have an on-board communicationdevice that detects a turbulence value (such as, level 3 turbulence).The turbulence value for that airspace region may be set (e.g. to level3, indicated by a corresponding color on the turbulence map) instantlyor upon the expiration of the time period. If a second airplane crossesthe airspace region and has an on-board communication device thatrecords a lower turbulence value (such as, level 1 turbulence) than isrecorded on-board the first airplane, the process or processor may loweror reduce the first airplane's higher value with the second airplane'slower value for that airspace region. If however the communicationdevice on-board the second airplane records a turbulence value greaterthan (or equal to) the first airplane's turbulence value (such as, level5 turbulence), the second airplane's greater (or equal) value will beignored and not override the first plane's lower value. The overrideinstructions may be executed by processor or for the process, forexample, as:

-   -   // For two or more turbulence values measured by two or more        communication devices on two or more respective airplanes (or        on-board the same airplane) in the same airspace region within a        predetermined period of time:        -   // if a second turbulence value measured by one            communication device at a second later time is greater than            or equal to a first turbulence value measured by a different            communication device at a first previous time, do not            override the first turbulence value (ignore the second            turbulence value);        -   // if the second turbulence value is less than the first            turbulence value, override the first turbulence value with            the second turbulence value;        -   // if the second turbulence value is equal to the first            turbulence value, validate the first turbulence value or do            nothing.

Accordingly, embodiments of the invention may benefit from multiplecommunication devices serving to validate or override each other'sturbulence data. The multiple communication devices may be on-boarddifferent airplanes or on-board the same (single) airplane.

A single device may also override its own turbulence measurements. Forexample, during a period of time within the same airspace region, asingle communication device may detect or report multiple turbulencemeasurements. The process or processor may only accept a minimum ofthese measurements and ignore all greater than or equal measurements (ifall measurements are received at once) or may selectively update theturbulence value for the region if (e.g., and only if) a subsequentlymeasured value is less than a previously measured value (if themeasurements are reported or detected sequentially).

In some embodiments of the invention, the period of time may be constant(e.g. resetting every preset number of minutes). In other embodiments ofthe invention, the period(s) of time may reset upon each new measurement(e.g., lasting a preset duration from the most recent recording).

According to some embodiments of the present invention, obtaining theturbulence data may be executed responsive to manual input by respectiveusers of the communication devices. In such embodiments, a user (e.g., apilot) may report turbulence as they experience it. In furtherembodiments, the manual input may include additional data relating topotential flight disturbances other than turbulence, such as cloudcoverage (e.g., 350 and 360 indicating altitudes of 35,000 and 36,000ft., respectively) or wind shear.

FIG. 5 is a schematic diagram illustrating a plurality of turbulencedata samples obtained during several flight routes used to deriveturbulence data covering a specific area in accordance with embodimentsof the present invention. FIG. 5 shows a map 500 of five differentflight routes 510-550 representing flights during which turbulence datawas collected according to embodiments described herein. Region 560shows turbulence data accumulated from the various flight routes 510-550so as to provide turbulence data over a larger area than would beprovided using a single flight route. In the example of FIG. 5, region560 contains turbulence data samples indicating “level 4” turbulence.The turbulence data regarding region 560 may be used by a pilot of theairplane on route 570 (solid line) to divert to an alternative route(broken line) and thus avoid turbulent area 560.

According to some embodiments of the invention, a processor (e.g.processor 34 and/or 104) may use turbulence data from multiplecommunication devices in different planes (or within a single airplane)within the same airspace region to validate or override each other'smeasurements, for example, to avoid “false positive” turbulence data. Inthe example in FIG. 5, if subsequent to flight 520 recording aturbulence value (e.g. level 4) in region 560, flight 570 traversedregion 560 and recorded a lower turbulence value (e.g. level 3) thanflight 520, the processor would update the turbulence value for region560 to be the lower of the multiple turbulence values (e.g. level 3). Ifhowever, flight 570 recorded a greater (or equal) turbulence value thanflight 520 (e.g. level 5), the processor would ignore the flight 570measurement.

In some embodiments, turbulence data from various flights may be used tovalidate the turbulence samples coming from proximal locations andsample times of the data. It should be understood that a plurality offlights may be used to collect turbulence data, which is used to updatethe database at the remote server, for both accumulating and furtheranalysis as will be explained below.

FIG. 6 is a graph diagram 600 for super-positioning turbulence datareceived from a plurality of communication devices in accordance withembodiments of the present invention. Graph 600 may represent positiondata in the form of a three dimensional array with axes x and yrepresenting latitude and longitude geographic coordinates and the zaxis representing altitude. As turbulence data is received, the data maybe mapped onto a common frame of reference, possibly in clusters ofsamples 610, 620, and 630 each representing turbulence data from aplurality of flights proximal to each other either in space or in time.Each sample is associated with several attributes such as turbulenceintensity, altitude, and time of collection. Other non-turbulence data,such as, cloud coverage or visibility 640 and 650 may be stored. Thelegend at the lower left corner of FIG. 6 shows example and non-limitingattributes that may be associated with the turbulence data samples.

FIG. 7 is a map diagram illustrating a visual representation ofturbulence data in accordance with embodiments of the present invention.The map diagram may be generated based on the data distributed by aremote server (e.g., server 100 of FIG. 2) and may be displayed on oneor more communication device (e.g., communication devices 30 of FIG. 2).In the example of FIG. 7, flight route 740 is shown as entering acluster of visual indicators 710 all of low level turbulence whileavoiding a cluster 720 of high level turbulence. A volcanic ash area770, possibly identified by third party sources, and cloud coverage 730,with their respective altitude indicated, may also be displayed.

Some embodiments of the invention may provide a “passenger mode” or“passenger version” of functionality and security restrictions specificto passengers on-board an airplane, and/or a “flight crew mode” or“flight crew version” of functionality and security restrictionsspecific to pilots, flight attendants and other flight crew memberson-board an airplane. Pilots and other flight crew are a restrictedgroup of members who can typically be trained and trusted to properlyoperate their communication devices, and may have dedicated equipment tooptimally operate their communication devices (e.g., a docking stationin the cockpit to mount the device substantially stationary relative tothe airplane). In contrast, passengers generally have no airplanedocking stations and often induce false turbulence events caused bycommon passenger usage of their devices, such as, typing or playinggames or moving around during the flight. Recording these falseturbulence events may reduce system reliability by showing inflatedturbulence data, which could potentially cause pilots to takesub-optimal routes. Accordingly, embodiments of the invention mayselectively accept or accumulate turbulence data from onlyauthenticated, trusted sources or otherwise verified data. In someembodiments, turbulence data received from flight crew version devicesoperated by a pilot or other member of the flight crew may be trustedand automatically self-authenticated based on flight crew securityprivileges, whereas turbulence data received from passenger versiondevices operated by passengers may be untrusted based on passengersecurity privileges or may require further verification or security byserver 100 to ensure the veracity of the passenger turbulence data.

In some embodiments, server 100 may output the same full view of theturbulence map data (e.g. see map data output in FIGS. 7) on both thepassenger and flight crew versions of communication devices, but mayinput, trust, or accept, a more restricted set of data from passengerdevices than from flight crew devices (e.g. see data input in FIG. 6).In some embodiments, server 100 may compute airplane turbulenceinformation using all or only turbulence measurements received frompilot or flight crew version devices, but none or a subset of turbulencemeasurements (e.g., rejecting at least some turbulence measurements)received from passenger version devices. In some embodiments, turbulencedata from a flight crew version device may only be trusted and used bythe server when the device is docked into the pilot's docking station(e.g., and not when it is undocked) to ensure the turbulence measurementis caused by airplane motion and not by human motion. In variousembodiments, the server or communication device may recognize when thedevice is properly docked into the docking station, for example, usingan electrical contact or an active or passive transmitter in the dockingstation that sends information to the communication device verifyingthat the device is properly docked, or a code, biometric data, or otherconfirmation, manually entered by the pilot. In some embodiment, thedevice may append the docking station or verification code (or asignature derived therefrom) to verify that a docked device collectedthe turbulence data (otherwise, turbulence data transmitted with nodocking verification code may be ignored or weighed less by the serverin its turbulence calculations). In some embodiments, the server orcommunication device may recognize when the communication device is notdocked into the docking station, for example, when the orientation orangle (e.g., of the screen surface) of the communication device iswithin one or more threshold angle ranges (e.g., 0-30° relative to thehorizon) beyond which it is unlikely to be caused by turbulence. Forexample, a device oriented approximately horizontally (e.g., 0-30°) ismost likely held by a user (un-docked), because if it were docked (e.g.,90° relative to the airplane axis of motion) such an extreme orientationwould indicate that an airplane is plummeting. In some embodiments, theserver or communication device may measure the orientation or angle ofthe communication device by averaging or taking a coarse (e.g.,relatively intermittent) sampling of the orientation measurements usedfor turbulence data. In other embodiments, the server may use turbulencemeasurements from the flight crew version of the device regardless ofwhether or not its docked and/or docking confirmation is received.

In some embodiments, while passengers can jostle hand-held devicescausing false turbulence events, passenger motion is confined to theairplane cabin and thus does not significantly alter the airplane'sposition information. Accordingly, server 100 may use passenger positioninformation, but not passenger turbulence information (e.g., or aselective subset of passenger turbulence information), to generateturbulence map data (e.g., shown in FIG. 7), whereas server 100 may useboth of the flight crew's position and turbulence information togenerate turbulence map data. In some embodiments, because it isdifficult to falsify the absence of turbulence or low turbulence, server100 may use passenger turbulence information only when it indicates noturbulence or a lesser degree of turbulence than turbulence recorded byother trusted devices such as docked flight crew devices, embeddeddevices or supplemental mounted devices.

In some embodiments, the passenger version of the communication devicemay accept manually passenger-entered turbulence data, such as, anindication of whether or not there is a turbulence event and/or a levelor intensity of the even on a scale (e.g., levels 1-4). While passengersare not affected by the jostling that induce false positives inpassenger devices, passengers may suffer from human subjectivity. Eachpassenger may have a different tolerance or comfort with turbulence andso, passengers may be biased, report different ratings for the sameturbulence levels. In addition, each person may move a different amount(e.g., a child's device may move much more than an adult's device, andsome adults fidget more than others). To calibrate or normalizeturbulence readings to each individual passenger, the server may learnthe correlation between passenger's manually entered turbulence levelsand actual turbulence measurements by comparing the levels passengersassign to events with actual turbulence readings, e.g., fromaccelerometers or sensors of trusted embedded or mounted devices. Oncethe system establishes a predictable mapping or correlation between anindividual passenger's scoring and actual turbulence measurements, thesystem may adjust the passenger's scoring according to that mapping.

In some embodiments, each passenger may have a unique dynamic securityprofile or privileges. In some embodiments, the more trusted a user, thegreater the passenger's turbulence information will be weighed tocalculate the turbulence map data. For example, a passenger's securityprofile is improved or incremented when the passenger reports turbulenceevents that are confirmed by other trusted sources, e.g., a pilot'sdocket communication device, or an embedded or mounted communicationdevice. Conversely, the passenger's security profile may be downgradedor decremented each time the passenger reports a turbulence event orreading that differs from that of the trusted devices (e.g., thepassenger reports an event when the trusted device does not, or thepassenger reports a turbulence level that is substantially higher orlower than that recorded by a trusted device). In some embodiments,passengers with a below threshold security level may only be used tovalidate turbulence measurements from other on-board trusted devices.However, once a passenger's security level exceeds a certain threshold,the passenger device may become a trusted device and its data may beused as the sole determinant of the turbulence on an airplane (e.g., todefine the turbulence level when there is no other trusted device toverify that data). In some embodiments, the trusted passenger's devicemay be used to verify other passenger or flight crew device readings.

In various embodiments, turbulence data measured by a trusted device(e.g., e.g., a flight crew device, a docket flight crew device, apassenger device with above threshold security privileges, or anembedded or mounted communication device) may verify turbulence datameasured by an untrusted device (e.g., a passenger device with belowthreshold security privileges). In some embodiments, the trusted devicemay verify data from an untrusted device on-board the same airplanerecorded at substantially the same period of time. In some embodiments,turbulence data measured by a trusted device on-board one airplane mayverify turbulence data measured by an untrusted device on-board adifferent airplane. For example, when two or more airplanes pass througha substantially similar location, region or zone within a predeterminedtime range, turbulence data recorded by a device on-board one of theairplanes may either validate or invalidate data recorded by a deviceon-board another of the airplanes.

In some embodiments, the “passenger mode” or “passenger version” has aquorum feature, wherein when a greater than threshold number ofpassengers on the same plane indicate substantially the same turbulencemeasurement, that measurement is trusted. This and other thresholds maybe adjusted to balance the need for high security while not excludingtoo much data.

In some embodiments, turbulence data collected from a passenger versionmay be visualized in a turbulence map by a different color ortranslucency than turbulence data collected from a flight crew version(e.g., passenger readings are translucent and flight crew or embeddeddevice readings are opaque).

FIG. 8 is a flowchart diagram illustrating a method 800 for avoiding orcorrecting “false positive” turbulence events in accordance withembodiments of the present invention. Method 800 may be executed using aprocessor (e.g., server processor 104 of FIG. 2).

In operation 810, one or more processors (e.g., server processor 104 ofFIG. 2) may receive a plurality of different turbulence values obtainedby one or more communication devices (e.g., communication device 30 ofFIG. 2) during flights on-board one or more airplanes (e.g., airplane10A-F of FIG. 2) travelling through a same airspace region (e.g., region560 of FIG. 5) within a predetermined amount of time (e.g., lock-outtime period). The plurality of turbulence values may be received assequential readings from a single communication device on-board a singleairplane, from different communication device on-board the sameairplane, or from different communication devices on-board respectiveones of a plurality of different airplanes. Prior to operation 810, ifno turbulence value has been recorded for the airspace region within apredetermined period of time, the processor may set the turbulence valueor level for the airspace region based on the turbulence value receivedin operation 810, for example, instantly or upon expiration of thepredetermined time period.

In operation 820, one or more processors (e.g., server processor 104 ofFIG. 2) may generate turbulence map data for the airspace region basedon a minimum of the different turbulence values received in operation810. In one embodiment, the processor may set the turbulence value forthe airspace region to be the minimum value received during thepredetermined period of time and may, for example, based only on minimumturbulence values, ignore any non-minimum turbulence values. In oneembodiment, the processor may selectively update the turbulence valuefor the airspace region by only decreasing the turbulence value if alower value is subsequently received, but not increasing the turbulencevalue if a higher value is subsequently received, within thepredetermined period of time. In one embodiment, the processor may waituntil expiration of the predetermined period of time and set theturbulence value for the airspace region to be the minimum of theturbulence values. For example, if the processor has already set theturbulence value for the airspace region to be a first higher turbulencevalue, the processor may reduce the turbulence value assigned to theairspace region to be equal to, or a derivative of, a subsequentlyreceived relatively lower turbulence value. If no turbulence value hasbeen set for the airspace region within the predetermined period oftime, the processor may select the minimum turbulence value, i.e., thesubsequent lower value, to be the turbulence value for the airspaceregion, and may ignore or delete the previously received higherturbulence value. In one embodiment, the processor may generate theturbulence map data based on an average of all or a subset of theplurality of turbulence values, for example, that are within apredetermined range of the minimum of the turbulence values. The averagemay be a weighted average in which relatively higher weights areassigned to relatively lower turbulence values and relatively lowerweights are assigned to relatively higher turbulence values. In someembodiments, the subset of turbulence values may exclude a maximumturbulence value.

In operation 830, one or more processors (e.g., server processor 104 ofFIG. 2) may transmit the turbulence map data of at least the singleairspace region based on the minimum turbulence values generated inoperation 820 to one or more communication device(s) (e.g., the same ordifferent as the communication devices from which the turbulence valuesare received in operation 810). Communication device(s) may display theturbulence map data associated with regions surrounding or along theroute of the airplane of the communication device and/or the otherairplanes.

FIG. 9 is a flowchart diagram illustrating a method 900 forcommunicating with a plurality of communication devices operating in a“flight crew mode” or a “passenger mode” in accordance with embodimentsof the present invention. Method 900 may be performed using one or moreprocessors (e.g., one or more processor(s) 104 of FIG. 2), which may belocated at a centralized control device (e.g., server 100 of FIG. 2). Inother embodiments, some or all operations of method 900 may be performedat other processors (e.g., communication device 30 processors 34 of FIG.2).

In operation 910, one or more processors (e.g., server processor 104 ofFIG. 2) may receive flight crew turbulence data from a plurality ofcommunication devices operated by flight crew members in flight crewmode during flights on-board respective ones of a plurality ofairplanes. The communication devices operating in flight crew mode mayhave flight crew security privileges that self-authenticate theintegrity of the flight crew turbulence data.

In operation 920, one or more processors may receive passengerturbulence data from a plurality of communication devices operated bypassengers in passenger mode during flights on-board respective ones ofa plurality of airplanes. The communication devices operating in thepassenger mode may have passenger security privileges that do notself-authenticate, but require the centralized control device toauthenticate, the integrity of the passenger turbulence data.

In operation 930, one or more processors may generate turbulence mapdata including accumulated tempo-spatial turbulence information bysuper-positioning onto a single tempo-spatial frame of reference thereceived flight crew turbulence data self-authenticated by the flightcrew security privileges and the passenger turbulence data authenticatedby the centralized control device.

In operation 940, one or more processors may distribute the turbulencemap data to one or more of the plurality of communication devices fordisplaying the distributed turbulence map data while operating in theflight crew mode or in the passenger mode.

According to some embodiments of the present invention, the visualrepresentation may include a plurality of indicators superimposed on amap according to the respective locations at which the turbulence datawas obtained or recorded.

According to some embodiments of the present invention, the indicatorsvisually distinguish between various levels of turbulence intensity.This may be implemented, as shown here by using a predefined color,pattern or icon scheme. The same scheme may be used for allcommunication devices or different schemes may be used or changed fordifferent respective communication devices.

According to some embodiments of the present invention, the indicatorsmay further visually distinguish between at least one of: sample time ofthe turbulence data, and whether or not the turbulence data was obtainedmanually or by measuring acceleration of the respective communicationdevices.

According to some embodiments of the present invention, the visualrepresentation may be altered responsive to user selection, for example,to only show the indicators of a specified altitude range, within aspecified radius or flight route, or within a specified period of time.

According to some embodiments of the present invention, the visualrepresentation may be altered, possibly using a graphical user interface(GUI) responsive to user selection, to only show the indicators of aspecified level or range of turbulence level, or a specified altituderange (a non-limiting example may include GUI bar 750) or a specifiedtime range (a non-limiting example may include GUI bar 760).

Although the network connection between the communication devices andthe remote server may be continuous, according to some embodiments ofthe present invention, in a case that at least some of communicationdevices cannot temporarily establish a communication channel with theremote location, or in a case that no communication is availablethroughout the entire flight, the transmitting of the turbulence data bythe at least some of communication devices may be delayed to when thecommunication channel becomes available (e.g., when an airplane accesspoint is activated in flight or after landing upon gaining access to acommunication network). At that time, turbulence data from the entireflight or only time periods when a connection was unavailable, may betransmitted to the server. The server may apply the past turbulence datato show turbulence in areas along flight paths where other airplanes arecurrently or are projected to pass.

In some embodiments, turbulence data measured by communication devices30 on board airplanes 10A-10F may be accumulated and stored as a datapool (e.g., at database 110 or memory 102 of FIG. 2). The data pool maybe operated by or associated with an airline or governmentalorganization, such as International Air Transport Association (IATA).The data pool may be accessed and/or updated by third party users, e.g.,that are granted access or that have sufficient credentials or securityclearance.

In the above description, an embodiment is an example or implementationof the inventions. The various appearances of “one embodiment,” “anembodiment” or “some embodiments” do not necessarily all refer to thesame embodiments.

Although various features of the invention may be described in thecontext of a single embodiment, the features may also be providedseparately or in any suitable combination. Conversely, although theinvention may be described herein in the context of separate embodimentsfor clarity, the invention may also be implemented in a singleembodiment.

Reference in the specification to “some embodiments”, “an embodiment”,“one embodiment” or “other embodiments” means that a particular feature,structure, or characteristic described in connection with theembodiments is included in at least some embodiments, but notnecessarily all embodiments, of the invention.

It is to be understood that the phraseology and terminology employedherein is not to be construed as limiting and are for descriptivepurpose only.

The principles and uses of the teachings of the present invention may bebetter understood with reference to the accompanying description,figures and examples.

It is to be understood that the details set forth herein do not construea limitation to an application of the invention.

Furthermore, it is to be understood that the invention can be carriedout or practiced in various ways and that the invention can beimplemented in embodiments other than the ones outlined in thedescription above.

It is to be understood that the terms “including”, “comprising”,“consisting” and grammatical variants thereof do not preclude theaddition of one or more components, features, steps, or integers orgroups thereof and that the terms are to be construed as specifyingcomponents, features, steps or integers.

If the specification or claims refer to “an additional” element, thatdoes not preclude there being more than one of the additional element.

It is to be understood that where the claims or specification refer to“a” or “an” element, such reference is not be construed that there isonly one of that element.

It is to be understood that where the specification states that acomponent, feature, structure, or characteristic “may”, “might”, “can”or “could” be included, that particular component, feature, structure,or characteristic is not required to be included.

Where applicable, although state diagrams, flow diagrams or both may beused to describe embodiments, the invention is not limited to thosediagrams or to the corresponding descriptions. For example, flow neednot move through each illustrated box or state, or in exactly the sameorder as illustrated and described.

Methods of the present invention may be implemented by performing orcompleting manually, automatically, or a combination thereof, selectedsteps or tasks.

The descriptions, examples, methods and materials presented in theclaims and the specification are not to be construed as limiting butrather as illustrative only.

Meanings of technical and scientific terms used herein are to becommonly understood as by one of ordinary skill in the art to which theinvention belongs, unless otherwise defined.

The present invention may be implemented in the testing or practice withmethods and materials equivalent or similar to those described herein.

While the invention has been described with respect to a limited numberof embodiments, these should not be construed as limitations on thescope of the invention, but rather as exemplifications of some of thepreferred embodiments. Other possible variations, modifications, andapplications are also within the scope of the invention. Accordingly,the scope of the invention should not be limited by what has thus farbeen described, but by the appended claims and their legal equivalents.

1. A method for communicating with communication devices operating in aflight crew mode or a passenger mode during flights on-board airplanes,the method comprising: at a centralized control device: receiving flightcrew turbulence data from a plurality of communication devices operatedby flight crew members in flight crew mode during flights on-boardrespective ones of a plurality of airplanes, wherein the communicationdevices operating in flight crew mode have flight crew securityprivileges that self-authenticate the integrity of the flight crewturbulence data; receiving passenger turbulence data from a plurality ofcommunication devices operated by passengers in passenger mode duringflights on-board respective ones of a plurality of airplanes, whereinthe communication devices operating in the passenger mode have passengersecurity privileges that do not self-authenticate, but require thecentralized control device to authenticate, the integrity of thepassenger turbulence data; generating turbulence map data includingaccumulated tempo-spatial turbulence information by super-positioningonto a single tempo-spatial frame of reference the received flight crewturbulence data self-authenticated by the flight crew securityprivileges and the passenger turbulence data authenticated by thecentralized control device; and distributing the turbulence map data toone or more of the plurality of communication devices for displaying thedistributed turbulence map data while operating in the flight crew modeor in the passenger mode.
 2. The method of claim 1 comprisingauthenticating the passenger turbulence data at the centralized controldevice by comparing the passenger turbulence data with turbulence datathat is automatically measured by sensors of a trustedself-authenticating device.
 3. The method of claim 2, wherein thetrusted self-authenticating device is selected from the group consistingof: a device docked in an airplane cockpit, a device mounted onto anairplane, a device embedded in an airplane, and a communication deviceoperating in flight crew mode.
 4. The method of claim 1, whereinauthenticating the passenger turbulence data at the centralized controldevice comprises determining that the passenger turbulence data reportsa turbulence level that is less than or equal to a turbulence levelreported by the flight crew turbulence data on-board the same airplaneor a different airplane at substantially the same location and time. 5.The method of claim 1, wherein authenticating the passenger turbulencedata by the centralized control device comprises authenticating thepassenger operating the communication device by determining that thepassenger has above threshold passenger security privileges.
 6. Themethod of claim 1 comprising increasing the passenger securityprivileges for a passenger each time the passenger's communicationdevice records passenger turbulence data that is verified againstturbulence data recorded by a trusted self-authenticating device anddecreasing the passenger security privileges for a passenger each timethe passenger's communication device records passenger turbulence datathat is contradicted by turbulence data recorded by a trustedself-authenticating device.
 7. The method of claim 1 wherein thecommunication devices operating in flight crew mode self-authenticatethe integrity of the flight crew turbulence data only when thecommunication devices are mounted into a flight crew docking station. 8.The method of claim 1, wherein the turbulence map data is generatedbased on position and turbulence information from the flight crewturbulence data and only position information, but not turbulenceinformation, from the passenger turbulence data.
 9. The method of claim1, wherein the flight crew turbulence data is automatically measured bysensors operably connected to the communication devices operating inflight crew mode.
 10. The method of claim 1, wherein the passengerturbulence data is automatically measured by sensors or manually enteredby passengers into the communication devices operating in passengermode.
 11. The method of claim 10 comprising calibrating a passenger'sfuture passenger turbulence data manually entered by the passengeraccording to a calibration metric defining the correlation between thatparticular passenger's past manually entered turbulence data andcorresponding verified turbulence data.
 12. The method of claim 1,wherein generating the turbulence map data comprises weighing thepassenger turbulence data based on the corresponding passenger'ssecurity privileges.
 13. The method of claim 1, wherein the turbulencemap data is generated based solely on the passenger turbulence data, andnot the flight crew turbulence data, only when the passengers have abovethreshold passenger security privileges.
 14. The method of claim 1,wherein the turbulence map data is generated based solely on thepassenger turbulence data, and not the flight crew turbulence data, onlywhen an above threshold number of passengers indicate substantially thesame turbulence level at substantially the same position and time. 15.The method of claim 1, wherein the turbulence map data is generated atleast partially based on the passenger turbulence data and at leastpartially based on the flight crew turbulence data.
 16. A devicecomprising: one or more processors; one or more memories; and one ormore instructions stored in the memory and executable by the processor,which, when executed, configure the one or more processors to: receiveflight crew turbulence data from a plurality of communication devicesoperated by flight crew members in flight crew mode during flightson-board respective ones of a plurality of airplanes, wherein thecommunication devices operating in flight crew mode have flight crewsecurity privileges that self-authenticate the integrity of the flightcrew turbulence data; receive passenger turbulence data from a pluralityof communication devices operated by passengers in passenger mode duringflights on-board respective ones of a plurality of airplanes, whereinthe communication devices operating in the passenger mode have passengersecurity privileges that do not self-authenticate, but require thecentralized control device to authenticate, the integrity of thepassenger turbulence data; generate turbulence map data includingaccumulated tempo-spatial turbulence information by super-positioningonto a single tempo-spatial frame of reference the received flight crewturbulence data self-authenticated by the flight crew securityprivileges and the passenger turbulence data authenticated by thecentralized control device; and distribute the turbulence map data toone or more of the plurality of communication devices for displaying thedistributed turbulence map data while operating in the flight crew modeor in the passenger mode.
 17. The device of claim 16, wherein the one ormore processors are configured to authenticate the passenger turbulencedata at the centralized control device by comparing the passengerturbulence data with turbulence data that is automatically measured bysensors of a trusted self-authenticating device.
 18. The device of claim16, wherein the trusted self-authenticating device is selected from thegroup consisting of: a device docked in an airplane cockpit, a devicemounted onto an airplane, a device embedded in an airplane, and acommunication device operating in flight crew mode.
 19. The device ofclaim 16, wherein the one or more processors are configured toauthenticate the passenger turbulence data at the centralized controldevice by determining that the passenger turbulence data reports aturbulence level that is less than or equal to a turbulence levelreported by the flight crew turbulence data on-board the same airplaneor a different airplane at substantially the same location and time. 20.The device of claim 16, wherein the one or more processors areconfigured to authenticate the passenger turbulence data at centralizedcontrol device by authenticating the passenger operating thecommunication device by determining that the passenger has abovethreshold passenger security privileges.
 21. The device of claim 16,wherein the one or more processors are configured to increase thepassenger security privileges for a passenger each time the passenger'scommunication device records passenger turbulence data that is verifiedagainst turbulence data recorded by a trusted self-authenticating deviceand to decrease the passenger security privileges for a passenger eachtime the passenger's communication device records passenger turbulencedata that is contradicted by turbulence data recorded by a trustedself-authenticating device.
 22. The device of claim 16, wherein thecommunication devices operating in flight crew mode self-authenticatethe integrity of the flight crew turbulence data only when thecommunication devices are mounted into a flight crew docking station.23. The device of claim 16, wherein the one or more processors areconfigured to generate the turbulence map data based on position andturbulence information from the flight crew turbulence data and onlyposition information, but not turbulence information, from the passengerturbulence data.
 24. The device of claim 16, wherein the flight crewturbulence data is automatically measured by sensors operably connectedto the communication devices operating in flight crew mode.
 25. Thedevice of claim 16, wherein the passenger turbulence data isautomatically measured by sensors or manually entered by passengers intothe communication devices operating in passenger mode.
 26. The device ofclaim 16, wherein the one or more processors are configured to calibratea passenger's future passenger turbulence data manually entered by thepassenger according to a calibration metric defining the correlationbetween that particular passenger's past manually entered turbulencedata and corresponding verified turbulence data.
 27. The device of claim16, wherein the one or more processors are configured to generate theturbulence map data by weighing the passenger turbulence data based onthe corresponding passenger's security privileges.
 28. The device ofclaim 16, wherein the one or more processors are configured to generatethe turbulence map data based solely on the passenger turbulence data,and not the flight crew turbulence data, only when the passengers haveabove threshold passenger security privileges.
 29. The device of claim16, wherein the one or more processors are configured to generate theturbulence map data based solely on the passenger turbulence data, andnot the flight crew turbulence data, only when an above threshold numberof passengers indicate substantially the same turbulence level atsubstantially the same position and time.
 30. The device of claim 16,wherein the one or more processors are configured to generate theturbulence map data at least partially based on the passenger turbulencedata and at least partially based on the flight crew turbulence data.